Ring rail wind-down unit for spinning machine



NOV. 15, 1966 GARRlSON ET AL 3,285,378

RING RAIL WIND-DOWN UNIT FOR SPINNING MACHINE Filed Oct. 5, 1964 3 Sheets-Sheet 1 FIG. I

I N V ENTORS JOE KENT GARRISON BY WALTER ENGELS A TTOR NE Y Nov. 15, 1966 J. K. GARRISON E AL 3,285,378

RING RAIL WIND-DOWN UNIT FOR SPINNING MACHINE Filed Oct. 5, 1964 5 Sheets-Sheet 2 FIG. 3

INVENTORS JOE KENT GARRISON WALTER ENGELS FIG.2

.4 TTORN E Y RING RAIL WIND-DOWN UNIT FOR SPINNING MACHINE Filed Oct. 5, 1964 NOV. 15, 1966 J GARRISON ET AL 5 Sheets-Sheet 5 I, r H I g FIG. 5

s R O T N E V m JOE KENT GARRISON BY WALTER ENGELS flfl Qm/LMJ ATTORNEY United States Patent Ofi Patented Nov. 15, 1966 ice 3,285,378 I RING RAIL WIND-DOWN UNIT FOR SPINNING MACHINE Joe Kent Garrison, Greenville, S.C., and Walter Engels,

Tryon, N.C., assignors to Southern Machinery Company, Greer, S.C., a corporation of South Carolina Filed Oct. 5, 1964-, Ser. No. 401,575 4 Claims. (Cl. 192-12) This invention relates to improvements in automation equipment for textile spinning frames and more particularly to an improved automatic ring rail lowering unit for spinning frames.

The object of the invention is to improve upon the construction and operation of the ring rail lowering unit 43 disclosed particularly in FIGURE 2 of prior United States Patent 3,124,925, issued March 17, 1964, Kennedy et al. According to the present invention, the clutch mechanism and operating means embodied in the ring rail lowering unit is rendered much more sturdy in construction, positive acting, reliable and more practical to manufacture. Relatively delicate par-ts likely to cause difiiculty have been eliminated and in general the construction is rendered much more rugged and durable.

More particularly, an important object of the invention is to provide improved means to engage and disengage the toothed clutch of the ring rail lowering unit disclosed generally in said prior patent. Particularly the disengagement of the clutch after full lowering of the ring rail is rather critical and must occur at 'a precise time. Under the present invention, a novel cam engaging and disengaging means acts against the direction of rotation of the clutch during the engaging action thereof but in or with the direction of rotation of the clutch during disengagement of the clutch. This enables the structure to make use of frictional torque between the shiftable clutch head and cam for secure disengagement which is important. The above improved mode of operation was not obtainable in the structure of the mentioned prior patent and therefore constitutes an important feature of this invention.

Another object of the invention is to provide a clutch disengaging arrangement, wherein secure and precise disengagement is obtained by the combined action of tapered clutch teeth which tend to throw-out or disengage, spring action and the effect of frictional torque between the cam and movable clutch head or between the cam and an interposed thrust bearing when such is employed. In any event, duri-ng the disengaging operation, the cam on both sides thereof is turning in the same direction as the shiftable clutch head and this renders the secure disengage ment possible.

Other objects and advantages of the invention will be apparent during the course of the following description.

In the accompanying drawings forming a part of this application and in which like numerals are employed to designate like parts throughout the same,

FIGURE 1 is 'a fragmentary central vertical section through the ring rail lowering unit embodying the invention and corresponding in general to FIGURE 2 of said prior Patent 3,124,925,

FIGURE 2 is a transverse vertical section taken on 22 of FIGURE 1,

FIGURE 3 is a fragmentary cross sectional view similarto FIGURE 2 showing a cam and associated elements actuated for causing a clutch to engage,

FIGURE 4 is a perspective view of a clutch operating cam,

FIGURE 5 is a fragmentary horizontal section taken on line 5--5 of FIGURE 2, and

FIGURE 6 is a similar sectional view showing the clutch engaged while the cam is arranged as in FIG- URE 3.

Briefly, according to the invention, the floating yoke 77, pressure links 79, leaf spring 93 and rollers 82 of prior Patent 3,124,925 are eliminated, and in place thereof a much more simplified, practical, reliable and sturdy mechanism, now to be described, is employed.

In the drawings, wherein for the purpose of illustration is shown a preferred embodiment of the invention, attention is directed first to FIGURE 1, wherein the numeral 21 designates the head end of a spinning frame, as depicted in FIGURES 1 and 2 of said prior patent. Also, as in said patent, a continuously driven gear is keyed at 41 to a continuously driven input or drive shaft 42 of the electromechanical ring rail lowering unit shown in its entirety at 43.

The ring rail lowering unit 43 comprises a first casing section 44 rigidly secured to the frame head end 21 by screws 45 and intervening spacers 45'. The casing section 44 includes an integral hub extension 46 projecting through a clearance opening 47 in the head end 21 and containing therein bearings 48 and 49, within which the shaft 42 is journaled for free rotation under influence of the gear 40.

Within the casing section 44 is a first clutch head 50 having clutch teeth 51 and secured by a roll pin 52 to the shaft 42 so as to turn therewith continuously. A second or mating clutch head 53 having clutch teeth 54 is mounted upon a driven shaft 55 of the unit 43 and having splined engagement therewith as at 56, whereby the second clutch head rotates with the shaft 55 but is axially movable thereon, toward and away from coupling engagement with the clutch head 50. The shaft 55 is journaled for rotation in a bearing 57 secured within a bore of a second casing section 58 bolted to the first casing section 44 by bolts 59, FIGURES 2 and 3. The inner end of shaft 55 may be further journaled within a bearing 60 contained within a recess formed centrally in the clutch head '50. An expansib'le' coil spring 61 surrounding the shaft 55 bears against the shiftable clutch head 53 and against a snap ring 62 on the shaft 55 and maintains the two clutch 'heads normally separated and out of coupling engagement. While so separated, the continuously rotating shaft 42 imparts no rotation to the driven shaft 55 and this condition prevails during the normal building "of bo'b-bins as fully explained in Patent 3,124,925.

Keyed at 63 to the driven shaft 55 exteriorly of casing section 58 is a ring rail lowering drive pulley 64 carrying a chain anchoring screw 65 having attached thereto a flexible chain 66 substantially as described and shown in Patent 3,124,925. A torsional coil spring 68 has one end connected to the pulley 64 and its other end anchored to casing section 58. This spring serves to resilientlybias the pulley 64 and shaft 55 in a direction for maintaining the chain 66 taut during oscillation of the ring rail for building bobbins.

The connection of the chain with the usual ring rail supporting or lifting mechanism is essentially the same as in Patent 3,124,925 and need not therefore be shown or described again herein.

In order to cause coupling up or activating of the clutch composed of clutch heads 50 and 53 to produce lowering of the ring rail .in the manner and for the purpose described in said prior patent, improved mechanism constituting the essence of the present invention or improvement is provided. This mechanism comprises a first push type electrical solenoid 74 corresponding generally to the solenoid 74 in said patent but differing therefrom in the manner of mounting the solenoid upon the casing section 58, as best shown in FIGURE 2. In this figure, the solenoid 74 proper is suitably rigidly secured to an' angle base '75, which in turn engages a spacing mounting plate 76 and is secured rigidly by screws 77 to a boss on the bottom side of easing section 58. The angle base 75 carries an integral tubular guide sleeve 78 which projects through, an opening 79 in the bottom of casing section 58 and is arranged generally tangentially to the main bore of the casing as shown in FIGURE 2 and below the elevation of the driven shaft 55. The guide sleeve 78 receives slidably therethrough a push rod 80 which is operated by the push type solenoid 74 and thrust outwardly or upwardly in the direction of the arrow in FIGURE 3 when the solenoid 74 is energized to couple up the clutch.

Coacting with the solenoid 74 is a special clutch operating cam 81 shown in its entirety in FIGURE 4. This cam has a central hub portion 82 including a smooth bore 83 which engages freely over the hub part 84 of clutch head 53. As shown, one side of the cam hub 82 abuts a narrow thrust bearing 85 carried by the hub part 84 and engaging a flat annular shoulder 86 on the clutch head 53. The cam 81 has plate extensions 87 and 88 extending upon opposite sides of its hub 82 within the interior of easing section 58. The extension 88 has an integral abutment lug 89 formed thereon as shown to receive the thrust of push rod 80 for turning the cam 81 in the direction of the arrow, FIGURE 3, when the clutch is to be coupled up. A retractile spring 90 is substantially parallel to the push rod 80 and has one end secured to the cam extension 88 at 91 and its other end anchored suitably to casing section 58. This spring 90 serves to return the cam 81 to the clutch de-activating position shown in FIGURE 2 and also in FIGURES l and 5, after the solenoid 74 becomes de-energized as fully explained in said prior patent.

The cam 81 is further provided at its opposite side extremities with stepped cam parts 92 and 93 projecting beyond one face of the plate extensions 87 and 88. The cam parts 92 and 93 face away from the clutch heads 50 and 53, as shown in FIGURE for example. The cam parts 92 and 93 have low step portions 94 and high step portions 95 joined by circular radius portions 96. The low portions 94, FIGURE 4, project circumferentially in opposite directions or are reversed on opposite sides of the cam.

Smooth cam-engaging reaction rollers 97 are mounted .on cross pins 98 within recesses 99 of easing section 58, FIGURES 5 and 6. These reaction rollers are adapted to engage and ride over the low step and high step portions 94 and 95 and the radius portions 96 of the cam. The rollers are in constant engagement with the cam in all adjusted positions of the mechanism, because of spring 61.

It should now be clear in view of the foregoing description that when the solenoid 74 is energized and the push rod 80 is thrust forwardly as in FIGURE 3, the cam 81 will be turned in the direction of the arrow against the force of spring 90, and the reaction rollers 97 will pass from the low step portions 94 onto the high step portions 95 of cam parts 92 and 93. When this occurs, the clutch head 53 with the cam 81 is swiftly and positively shifted axially into coupling engagement with the mating clutch head 50, as depicted clearly in FIGURE 6. The operating mechanism is such that there can be no binding of parts, no overstressing or bending of parts and no excess'ive friction. The mechanism is sturdy, positive in action, quick and smooth. It constitutes a significant improvement upon corresponding clutch operating mechanism in rio Patent 3,124,925, as previously stated. As explained in said patent, the coupling up of the two clutch s 0 and 53 imparts rotation to the shaft 55 for p the chain 66 and lowering the ring rail. This d not again be described. ed reference to the drawings, a cross pin 100 anchored within casing section 58 serves to pivotally mount an L-shaped locking dog 101 having a long arm 102 and a relatively short arm 103, FIGURE 1. The long arm 102 projects inside of an annular recess 104 in clutch head 53 having at one radial point therein a radial locking notch 105. An expansible coil spring 106 behind the arm 103 biases the locking dog 101 in a direction causing the arm 102 to drop into the notch 105 when the clutch head 53 turns sufficiently with the shaft 55 to move the notch into radial alignment with the locking dog 101, as described in said prior patent. When the locking dog arm 102 enters the notch 105, the clutch head 53 and the pulley 64 are instantly locked against further rotation and the spinning frame ring rail is correspondingly locked in the lowermost or doffing position, as shown in said prior patent.

A second solenoid 107 is suitably rigidly mounted upon the upper side of casing section 58 and is not mounted at an angle like solenoid 74, FIGURE 2. The solenoid 107 carries a plunger-type switch 108 whose contacts may be opened by movement of the push-type plunger 109 of solenoid 107. As fully explained in said prior patent, the

opening of the contacts of switch 108 de-energizes the solenoid 74.

When the solenoid 107 is energized, its plunger 109 engaging the arm 102 is thrust radially inwardly, FIGURE 1, and shifts the arm 102 out of the locking notch 105 to thereby release the clutch head 53 and associated pulley 64, rendering it possible to again move the ring rail for the building of additional bobbins on another complete cycle of opeartion of the spinning frame. Prior to energizing the solenoid 107, and when the locking dog arm 102 drops into the notch 105 under influence of spring 106, the arm 102 raises the solenoid plunger 109 to separate the contacts of normally closed switch 108, thus breaking the circuit to solenoid 74 and de-energizing the latter. This mode of operation is disclosed in said prior patent and does not form a part of the present invention, which invention is directly solely to the improved electromechanical clutch operating means.

However, when solenoid 74 is thus de-energized, the pressure of push rod on cam element 89 is relieved and cam '81 turns in the reverse or clockwise direction, FIG- URE 3, under influence of spring 90. When this occurs, the low step portions, 94 of the cam engage the reaction rollers 97 as shown in FIGURES 2 and 5. At this time, the clutch heads 50 and 53 will instantly separate or disengage due to several combined factors. These factors are, firstly, the fact that the clutch is turning with or in the direction of rotation of the clutch head 53 at the instant of disengagement. The frictional torque between the cam hub 82 and the clutch head 53, through the thrust bearing is significant and is used to advantage for obtaining secure disengagement of the clutch at precisely the desired time. The arrows in FIGURE 3 show the cam 81 turning counter to the direction of rotation of clutch head 53 at the moment of engagement of the clutch. This is no disadvantage and of no consequence during the engaging action because of the clutch head 53 is not rotating at the instant of engagement. However, at the moment of disengagement, the clutch head 53 is rotating and rotating in the same direction as he cam 81, FIGURE 2. The second factor assisting in clutch disengagement is the natural tendency of the tapered clutch teeth 51 and 54 to separate at all times. The clutch teeth, FIGURE 6, when engaged, must be held positively in engagement by the cam and associated parts including reaction rollers 97. The final factor assisting secure clutch disengagement is the spring 61. However, the spring is mainly a safety factor and not the primary factor in the clutch disengagement means.

The above arrangement constitutes a distinct improve ment in the mode of operation of the clutch, particularly the disengaging action thereof over the arrangement in Patent 3,124,925 which includes yoke 77, links 79 and rollers 82. When the clutch head 53 of said patent is disengaged from the head 50, one of the rollers 82 of the yoke is moving against the direction of rotation of the clutch while he other roller is moving in the direction of rotation. This may create binding of the links 79 and their pivots and the clutch may not disengage smoothly at the proper instant, which is rather critical in the overall mode of operation of the spinning frame system.

The general mode of operation of the improved unit 43 in the spinning frame automation system of Patent 3,124,925 remains' unchanged, and there should be no necessity for repeating herein the general operation of the system as set forth beginning at column 7, line 35, of said patent. It should be emphasized once again that the present invention is concerned, not with the complete systern of Patent 3,124,925, but rather with the improvement of the ring rail lowering unit 43 of that patent. Such improvement is believed to be fully described herein and there should be no necessity for any further descri tion of the structure or its mode of operation.

It is to be understood that the form of the invention herewith shown and described is to be taken as a preferred example of the same, and that various changes in the shape, size and arrangement of parts may be resorted to, without departing from the spirit of the invention or scope of the subjoined claims.

The invention having been described, what is claimed 1. A ring rail lowering unit for textile spinning frames comprising a casing adapted to be mounted on spinning frame head end structure, an input rotary shaft journaled on said casing and adapted to be turned continuously by spinning frame gearing, a first clutch head on the input shaft to turn therewith, a rotary output shaft journa-led upon said casing and being substantially coaxial with the input shaft and extending exteriorly of the casing, ring rail lowering pulley means on the output shaft exteriorly of the casing, a second clutch head on the output shaft in said casing in opposed relation to the first clutch head and turning with the output shaft and shiftable axially thereon toward and away from coupling engagement with the first clutch head, a spring tending to maintain said clutch heads separated, a solenoid on one side of said casing including a plunger which projects generally tangentially into the casing when the solenoid is energized, an oscillatable axially shiftable cam within the casing adjacent the second clutch head and having a thrust-receiving abutment in the path of movement of said plunger, a spring connected with said cam to resist turning thereof by said plunger, and reaction roller means in said casing near one side of said cam and engageable with high and low step portions of the cam upon turning of the cam by said plunger and last-named spring, said cam when turned by said plunger shifting the second clutch head into coupling engagement with the first clutc'h head.

2. In a spinning frame ring rail lowering unit, a first clutch head adapted to be driven continuously by the spinning frame, a second clutch head arranged in axially opposed relation to the first clutch head and adapted to rotate and to be shifted toward and from coupling engagement with the first clutch head, a cam associated with the second clutch head and being axially shiftable and turnable upon an axis substantially coincident with the rotational axis of the clutch heads, stationary reaction means for the cam causing it to shift axially in one direction when turned in one direction, a first solenoid on said unit having a plunger engageable with said cam to cause turning of the cam in said one direction, movable locking means for the second clutch head on said unit, spring means urging the locking means into locking engagement with the second clutch head, and a second solenoid on said unit including a plunger engageable with the locking means to shift the latter away from locking engagement with the second clutch head.

3. In a spinning frame ring rail lowering unit, a continuously driven input shaft, a first clutch head secured to the input shaft fixedly and adapted to turn therewith, a rotary output shaft substantially coaxial with the input shaft, a second clutch head on said out-put shaft connected therewith so as to be axially shiftable thereon and to turn therewith, a first resilient means normally maintaining the first and second clutch heads separated, a ring rail lowering pulley on said output shaft and turning therewith, an electromechanical clutch operating device on said unit having a reciprocatory plunger spaced radially of the axis of rotation of the second clutch head on a rectilinear path of movement substantially tangent to a circle centered on said axis of rotation, an oscillatable and axially shiftab-le cam within said unit on the side of the second clutch head remote from the first clutch head and having a rotational axis coincident with the axis of rotation of the second clutch head and having a thrustreceiving abutment substantially on said circle and engageable with said plunger, a second resilient means connected with said cam and resisting turning of the cam by said plunger and tending to turn the cam in the opposite direction, said cam having a pair of diametrically opposed axially projecting step portions on opposite sides of the axis of rotation of the second clutch head, and a coacting pair of reaction rollers on diametrically opposite sides of said unit engageable with said step portions to cause shifting of the cam axially in the direction opposed by the first resilient means during turning of the cam by said plunger.

4. The invention as defined by claim 3, and wherein the clutch heads have opposing faces provided with interengaging clutch teeth, said teeth tending to separate under torque transmitted therethrough, said cam being turned under influence of said second resilient means in the driving direction of the first clutch head during disengagement of the first and second clutch heads, whereby friction between said cam and second clutch head is utilized to assist said disengagement.

References Cited by the Examiner UNITED STATES PATENTS 2,549,215 4/ 1951" Schultz 192-93 X 2,675,105 4/1954 Kelley 19293 2,893,256 7/1959 Wargo 192-84 X 3,124,925 3/1964 Kennedy et al. 57-99 X DAVID J. WILLIAMOWSKY, Primary Examiner. BENJAMIN W. WYCHE, III, Examiner. 

1. A RING RAIL LOWERING UNIT FOR TEXTILE SPINNING FRAMES COMPRISING A CASING ADAPTED TO BE MOUNTED ON SPINNING FRAME HEAD END STRUCTURE, AN INPUT ROTARY SHAFT JOURNALED ON SAID CASING AND ADAPTED TO BE TURNED CONTINUOUSLY BY SPINNING FRAME GEARING, A FIRST CLUTCH HEAD ON THE INPUT SHAFT TO TURN THEREWITH, A ROTARY OUTPUT SHAFT JOURNALED UPON SAID CASING AND BEING SUBTANTIALLY COAXIAL WITH THE INPUT SHAFT AND EXTENDING EXTERIORLY OF THE CASING, RING RAIL LOWERING PULLEY MEANS ON THE OUTPUT SHAFT EXTERIORLY OF THE CASING, A SECOND CLUTCH HEAD ON THE OUTPUT SHAFT IN SAID CASING IN OPPOSED RELATION TO THE FIRST CLUTCH HEAD AND TURNING WITH THE OUTPUT SHAFT AND SHIFTABLE AXIALLY THEREON TOWARD AND AWAY FROM COUPLING ENGAGE WITH THE FIRST CLUTCH HEAD, A SPRING TENDING TO MAINTAIN SAID CLUTCH HEADS SEPARATED, A SOLENOID ON ONE SIDE OF SAID CASING INCLUDING A PLUNGER WHICH PROJECTS GENERALLY TANGENTIALLY INTO THE CASING WHEN THE SOLENOID IS ENERGIZED, AN OSCILLATABLE AXIALLY SHIFTABLE CAM WITHIN THE CASING ADJACENT THE SECOND CLUTCH HEAD AND HAVING A THRUST-RECEIVING ABUTMENT IN THE PATH OF MOVEMENT OF SAID PLUNGER, A SPRING CONNECTED WITH SAID CAM TO RESIST TURNING THEREOF BY SAID PLUNGER, AND REACTION ROLLER MEANS IN SAID CASING NEAR ONE SIDE OF SAID CAM AND ENGAGEABLE WITH HIGH AND LOW STEP PORTIONS OF THE CAM UPON TURNING OF THE CAM BY SAID PLUNGER SAID LAST-NAMED SPRING, SAID CAM WHEN TURNED BY SAID PLUNGER SHIFTING THE SECOND CLUTCH HEAD INTO COUPLING ENGAGEMENT WITH THE FIRST CLUTCH HEAD. 